EP0075408A2 - Rotary power transmission - Google Patents

Rotary power transmission Download PDF

Info

Publication number
EP0075408A2
EP0075408A2 EP82304693A EP82304693A EP0075408A2 EP 0075408 A2 EP0075408 A2 EP 0075408A2 EP 82304693 A EP82304693 A EP 82304693A EP 82304693 A EP82304693 A EP 82304693A EP 0075408 A2 EP0075408 A2 EP 0075408A2
Authority
EP
European Patent Office
Prior art keywords
drive
gear
clutch
layshafts
rotary transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP82304693A
Other languages
German (de)
French (fr)
Other versions
EP0075408A3 (en
EP0075408B1 (en
Inventor
Alastair John Young
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automotive Products PLC
Original Assignee
Automotive Products PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automotive Products PLC filed Critical Automotive Products PLC
Publication of EP0075408A2 publication Critical patent/EP0075408A2/en
Publication of EP0075408A3 publication Critical patent/EP0075408A3/en
Application granted granted Critical
Publication of EP0075408B1 publication Critical patent/EP0075408B1/en
Expired legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19223—Disconnectable counter shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19233—Plurality of counter shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19242—Combined gear and clutch
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19386—Multiple clutch shafts
    • Y10T74/19391—Progressive
    • Y10T74/19395—Keys simultaneously slidable

Definitions

  • This invention relates to rotary transmissions of the dual clutch kind by which is meant a transmission having gear trains each being one of a set providing a series of increasing speed ratios, and two clutches independently operable and providing alternative drive paths through the gear trains between a common input and a common output, the gear trains of alternate ratios in the set being driven respectively through one and the other clutch.
  • the invention is particularly though not exclusively applicable to drive transmissions for motor vehicles.
  • Front wheel drive vehicles usually have the engine, clutch, gearbox and final drive mechanisms assembled as a single power unit; this can reduce material and manufacturing costs.
  • Small transverse engined vehicles have little space between the front wheel suspension mechanisms to site the power unit. It has been proposed to place the gearbox beneath the engine but this leads to low ground clearance and/or a high bonnet line with consequent reduced driver visibility. Although small transverse engined vehicles having gearboxes placed alongside the engine are known it is uncommon to find such vehicles fitted with a fully atuomatic transmission.
  • the present invention seeks to provide a constant mesh rotary transmission which is suitable for small transverse engined vehicles, which provides a greater number of speed ratios than is usual for such transmissions and which is suitable for adaption to fully automatic control.
  • a rotary transmission having between an input and an output a set of gear trains each providing one of a series of increasing speed ratios and two independently operable clutches, sequential gear trains in the series being arranged respectively for drive through one and the other clutch, the gear trains being arranged only for drive from an input shaft to one of two parallel layshafts, the layshafts being for continuous direct drive to the output characterised thereby that a transfer gear train is additionally provided for drive between the layshafts, means being provided to disconnect one of said layshafts from continuous direct drive to the output.
  • Such an arrangement can provide six well- spaced forward speed ratios from a very compact gear set.
  • Fig. 1 For ease of understanding the transmission is depicted in Fig. 1 as having the three main shafts all lying in the same plane. As will be apparent from the following text and as shown in Fig. 2 one of the shafts may advantageously be out of the plane of the remaining two.
  • the torque input to the transmission may be direct from an engine or may be through a fluid coupling, for example a hydrodynamic torque converter.
  • the coupling may include a lock-up clutch engageable to directly connect its input and output.
  • the transmission is intended for fully automatic operation as is described hereinafter.
  • FIGs. 1 and 2 there is shown an input shaft 11 from an engine and connectable through either a clutch 12 or clutch 13 and trains of gear wheels with output shafts 14 and 15 having respective output gear wheels 16 and 17.
  • the gear wheels 16 and 17 are in mesh with a gear wheel 18 of an output shaft 19 which may part of a differential gear assembly for transmission of driving torque to vehicle wheels.
  • the wheel 16 is journalled on the shaft 14 whilst the wheel 17 is fast for rotation with its shaft 15.
  • Clutch 12 is preferably a conventional single dry plate clutch having the usual flywheel 21, driven plate 22, pressure plate 23, clutch cover 24 and spring 25.
  • a release bearing 26 is operable to relieve the spring load and thus release the driven plate 22.
  • a drive shaft 27, fast for rotation with the flywheel 21, extends through the set of gear trains to the opposite side of the transmissions to drive the other clutch.
  • Clutch 13 is a wet plate clutch having a drive member 31, pressure plate 32 and driven plate 33.
  • a piston 34, housed in the drive member 31 is supplied with fluid under pressure via a duct 35 in a transmission end cover 36.
  • a pressure relief valve 37 whose function is explained subsequently, is housed in the piston 34.
  • an input gear wheel, respectively 41 and 42 is journalled on the drive shaft 27.
  • Each gear wheel 41,42 drives two gear wheels respectively 43,44 and 45,46 journalled on the output shafts 14,15.
  • a transfer gear train between the output shafts comprises a gear wheel 47 journalled on shaft 15, an idler wheel 48 journalled on the drive shaft 27 intermediate the input gears 41,42, and a wheel 49 fast for rotation with the shaft 14.
  • the idler wheel 48 has a respective gear profile for engagement with each of the wheels 47,49 in order to provide an even spread of transmission ratios.
  • a synchroniser and dog clutch assembly S1 is provided to connect output wheel 16 for rotation with shaft 14. Further assemblies S2-S6 are operable to connect the gear wheels 43-47 with the shafts on which they are journalled.
  • Such synchroniser assemblies are of a type found in manual change transmissions and are well understood in the rotary change speed transmission art.
  • a reverse speed ratio is provided between a gear profile of the idler gear wheel 48, a disengageable idler wheel 51 and a gear profile 52 formed on the double synchroniser assembly S2.S4.
  • a drive gear wheel 53, for a hydraulic pump 54, is fast for rotation with the drive shaft 27 adjacent the idler wheel 48.
  • the pump provides fluid under pressure for transmission operation, for example engagement of the clutch 13.
  • a parklock wheel 55 is splined to the output shaft 15 and is engageable with a pawl (not shown) to provide a mechanical lock for the transmission.
  • a lock is a usual provision for vehicles fitted with fully automatic transmissions.
  • Gear wheel 16 is driven by differential gear 18 at all times but is free to turn relative to output shaft 14 by virtue of being journalled thereon.
  • Second speed may be pre-selected by engagement of synchroniser assembly S6, thus driven plate 33 of clutch 13 is driven idly by output shaft 14 through gear train 46,42.
  • Synchroniser assembly S5 may remain engaged in anticipation of a ratio change back into 1st speed or may be disengaged in preparation for a change to third ratio.
  • Third speed ratio may be preselected by engagement of synchroniser assembly S3 to idly drive driven plate 22 through gear train 43,41.
  • a speed ratio change from 2nd to 3rd is effected in the manner of the previous ratio change, by simultaneously disengaging clutch 13 and engaging clutch 12, synchroniser assemblies S6 and S2 then being disengaged in preparation for a further upchange if desired.
  • the ratio change to 6th speed is effected as previously described after preselection engagement of synchroniser assembly S6.
  • the relief valve 37 is to prevent a build up of fluid pressure behind the piston 34 due to centrifugal forces.
  • the dimensions of the ball and valve bore are carefully chosen to ensure that supply of pressure through duct 35 will force the ball into its seat to close the valve. Release of clutch engaging pressure allows the ball to roll up its seat under centrifugal load to open the valve.
  • gear wheel 16 is fast for rotation with output shaft 14 whilst synchroniser assemblies S5 and S6 and gear wheels 44 and 49 are mounted on an annular shaft journalled on the output shaft 14. Synchroniser assembly S1 then connects output shaft 14 to the annular shaft. Operation of the transmission is unchanged but the alternative arrangement may be more suitable under different installation conditions.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

A rotary transmission has an input shaft (11), an output shaft (19), two layshafts (14,15), two drive clutches (12,13) and gear trains selectively engageable by dog clutches (S3, S4, S5, S6) to transmit drive from the input shaft to the output shaft according to the state of engagement of the drive clutches and dog clutches. A transfer gear train (49, 48, 47) and dog clutch (S2) is provided for drive between the layshafts (14, 15), a further dog clutch (S1) being provided between one of the layshafts (14) and the output shaft. The transmission provides six sequential speed ratios with pre-selection of adjacent ratios, alternate speed ratios being driven respectively through one and the other clutch.

Description

  • This invention relates to rotary transmissions of the dual clutch kind by which is meant a transmission having gear trains each being one of a set providing a series of increasing speed ratios, and two clutches independently operable and providing alternative drive paths through the gear trains between a common input and a common output, the gear trains of alternate ratios in the set being driven respectively through one and the other clutch.
  • The invention is particularly though not exclusively applicable to drive transmissions for motor vehicles.
  • Examples of transmissions of the dual clutch kind are shown in British Patent Specification Nos. 145 827 (Bramley-Moore), 585 716 (Kegresse), 795 260 (David Brown) and 1 125 267 (Bosch).
  • Current motor vehicle design trends indicate that an increasing proportion of vehicle production will be front wheel drive. Front wheel drive vehicles usually have the engine, clutch, gearbox and final drive mechanisms assembled as a single power unit; this can reduce material and manufacturing costs.
  • Many of such front wheel drive vehicles have a transverse engine installation, this can reduce overall vehicle length and so reduce manufacturing costs still further.
  • Small transverse engined vehicles have little space between the front wheel suspension mechanisms to site the power unit. It has been proposed to place the gearbox beneath the engine but this leads to low ground clearance and/or a high bonnet line with consequent reduced driver visibility. Although small transverse engined vehicles having gearboxes placed alongside the engine are known it is uncommon to find such vehicles fitted with a fully atuomatic transmission.
  • Current motor vehicle design trends further indicate an increased number of speed ratios being provided in the transmission for reasons of fuel economy.
  • The present invention seeks to provide a constant mesh rotary transmission which is suitable for small transverse engined vehicles, which provides a greater number of speed ratios than is usual for such transmissions and which is suitable for adaption to fully automatic control.
  • According to the invention there is provided a rotary transmission having between an input and an output a set of gear trains each providing one of a series of increasing speed ratios and two independently operable clutches, sequential gear trains in the series being arranged respectively for drive through one and the other clutch, the gear trains being arranged only for drive from an input shaft to one of two parallel layshafts, the layshafts being for continuous direct drive to the output characterised thereby that a transfer gear train is additionally provided for drive between the layshafts, means being provided to disconnect one of said layshafts from continuous direct drive to the output.
  • Such an arrangement can provide six well- spaced forward speed ratios from a very compact gear set.
  • Other features of the invention are included in the following description of a preferred embodiment shown, by way of example only, in the accompanying drawings in which:-
    • Fig. 1 is an axial section through the transmission but with one of the layshafts positioned out of true position for ease of understanding.
    • Fig. 2 is a somewhat diagrammatic end view of the transmission and showing certain gear wheels to illustrate their true position with respect to one another; and
    • Fig. 3 is a table showing speed ratio (SR), respective clutch engaged (CE) and respective synchronisers engaged (SE).
  • For ease of understanding the transmission is depicted in Fig. 1 as having the three main shafts all lying in the same plane. As will be apparent from the following text and as shown in Fig. 2 one of the shafts may advantageously be out of the plane of the remaining two.
  • The torque input to the transmission may be direct from an engine or may be through a fluid coupling, for example a hydrodynamic torque converter. The coupling may include a lock-up clutch engageable to directly connect its input and output.
  • The transmission is intended for fully automatic operation as is described hereinafter.
  • With reference to Figs. 1 and 2 there is shown an input shaft 11 from an engine and connectable through either a clutch 12 or clutch 13 and trains of gear wheels with output shafts 14 and 15 having respective output gear wheels 16 and 17.
  • The gear wheels 16 and 17 are in mesh with a gear wheel 18 of an output shaft 19 which may part of a differential gear assembly for transmission of driving torque to vehicle wheels. The wheel 16 is journalled on the shaft 14 whilst the wheel 17 is fast for rotation with its shaft 15.
  • Clutch 12 is preferably a conventional single dry plate clutch having the usual flywheel 21, driven plate 22, pressure plate 23, clutch cover 24 and spring 25. A release bearing 26 is operable to relieve the spring load and thus release the driven plate 22.
  • A drive shaft 27, fast for rotation with the flywheel 21, extends through the set of gear trains to the opposite side of the transmissions to drive the other clutch.
  • Clutch 13 is a wet plate clutch having a drive member 31, pressure plate 32 and driven plate 33. A piston 34, housed in the drive member 31 is supplied with fluid under pressure via a duct 35 in a transmission end cover 36.
  • A pressure relief valve 37, whose function is explained subsequently, is housed in the piston 34. For each clutch driven plate 22,33 an input gear wheel, respectively 41 and 42 is journalled on the drive shaft 27. Each gear wheel 41,42 drives two gear wheels respectively 43,44 and 45,46 journalled on the output shafts 14,15.
  • A transfer gear train between the output shafts comprises a gear wheel 47 journalled on shaft 15, an idler wheel 48 journalled on the drive shaft 27 intermediate the input gears 41,42, and a wheel 49 fast for rotation with the shaft 14.
  • The idler wheel 48 has a respective gear profile for engagement with each of the wheels 47,49 in order to provide an even spread of transmission ratios.
  • A synchroniser and dog clutch assembly S1 is provided to connect output wheel 16 for rotation with shaft 14. Further assemblies S2-S6 are operable to connect the gear wheels 43-47 with the shafts on which they are journalled. Such synchroniser assemblies are of a type found in manual change transmissions and are well understood in the rotary change speed transmission art.
  • A reverse speed ratio is provided between a gear profile of the idler gear wheel 48, a disengageable idler wheel 51 and a gear profile 52 formed on the double synchroniser assembly S2.S4.
  • A drive gear wheel 53, for a hydraulic pump 54, is fast for rotation with the drive shaft 27 adjacent the idler wheel 48. The pump provides fluid under pressure for transmission operation, for example engagement of the clutch 13.
  • A parklock wheel 55 is splined to the output shaft 15 and is engageable with a pawl (not shown) to provide a mechanical lock for the transmission. Such a lock is a usual provision for vehicles fitted with fully automatic transmissions.
  • Operation of the transmission, with additional reference to Fig. 3 is as follows:-
  • Both clutches 12,13 and synchroniser assemblies S1-S6 are disengaged.
  • To engage first speed ratio synchroniser assemblies S5 and S2 are engaged. Clutch 12 is gradually engaged to transmit drive from the input shaft 11 through gear wheels 41, 44, 49, 48, 47 to output shaft 15 and hence through gear 17 to the differential gear 18.
  • Gear wheel 16 is driven by differential gear 18 at all times but is free to turn relative to output shaft 14 by virtue of being journalled thereon.
  • Second speed may be pre-selected by engagement of synchroniser assembly S6, thus driven plate 33 of clutch 13 is driven idly by output shaft 14 through gear train 46,42.
  • To effect a speed ratio change from 1st to 2nd clutch 13 is engaged simultaneously with disengagement of clutch 12, drive is now through the gear train 42, 46, 49, 48, 47 with the driven plate 22 of clutch 12 driven idly through train 44,41.
  • Synchroniser assembly S5 may remain engaged in anticipation of a ratio change back into 1st speed or may be disengaged in preparation for a change to third ratio.
  • Third speed ratio may be preselected by engagement of synchroniser assembly S3 to idly drive driven plate 22 through gear train 43,41.
  • A speed ratio change from 2nd to 3rd is effected in the manner of the previous ratio change, by simultaneously disengaging clutch 13 and engaging clutch 12, synchroniser assemblies S6 and S2 then being disengaged in preparation for a further upchange if desired.
  • To preselect 4th speed ratio synchroniser assemblyS 4 is engaged, the ratio change being effected by change of drive from clutch 12 to clutch 13, synchroniser assembly S3 being subsequently disengaged.
  • For 5th speed ratio synchronisers $1 and S5 are engaged to idly drive driven plate 22 from output gear 16. Drive is transferred from clutch 13 to clutch. 12 to effect the ratio change.
  • The ratio change to 6th speed is effected as previously described after preselection engagement of synchroniser assembly S6.
  • Downchanges through the transmission are effected in the same manner by preselection of the next sequential gear train in the set followed by change of drive from the hitherto engaged clutch to the hitherto disengaged clutch.
  • The relief valve 37 is to prevent a build up of fluid pressure behind the piston 34 due to centrifugal forces. The dimensions of the ball and valve bore are carefully chosen to ensure that supply of pressure through duct 35 will force the ball into its seat to close the valve. Release of clutch engaging pressure allows the ball to roll up its seat under centrifugal load to open the valve.
  • In an alternative arrangement to that shown in Fig. 1 gear wheel 16 is fast for rotation with output shaft 14 whilst synchroniser assemblies S5 and S6 and gear wheels 44 and 49 are mounted on an annular shaft journalled on the output shaft 14. Synchroniser assembly S1 then connects output shaft 14 to the annular shaft. Operation of the transmission is unchanged but the alternative arrangement may be more suitable under different installation conditions.

Claims (8)

1. A rotary transmission having between an input and an output a set of gear trains each providing one of a series of increasing speed ratios and two independently operable clutches, sequential gear trains in the series being arranged respectively for drive through one and the other clutch, the gear trains being arranged only for drive from an input shaft (11) to one of two parallel layshafts (14,15), the layshafts being for continuous direct drive to the output characterised thereby that a transfer gear train (47,48,49) is additionally provided for drive between the layshafts (14,15), means being provided to disconnect one of said layshafts from continuous direct drive to the output.
2. A rotary transmission according to Claim 1, characterised thereby that the transfer gear train includes an idler wheel (48) co-axial with said input shaft (11).
3. A rotary transmission according to Claim 2 characterised thereby that the transfer gear train includes a gear wheel (47) journalled on the other of said layshafts.
4. A rotary transmission according to Claim 3, characterised thereby that the clutches (12,13) are arranged at opposite sides of the set of gear trains.
5. A rotary transmission according to Claim 4, characterised thereby that drive gears (41,42) co-axial with the input shaft are respectively provided for each clutch driven member.
6. A rotary transmission according to Claim 5, characterised thereby that each drive gear is one of a three wheel gear train between the layshafts.
7. A rotary transmission according to Claim 6, characterised thereby that a reverse speed ratio is provided by a gear train including said idler wheel (48) and one other of said transfer gear train.
8. A rotary transmission according to Claim 7, characterised thereby that said idler wheel has three gear wheel profiles thereon.
EP82304693A 1981-09-19 1982-09-08 Rotary power transmission Expired EP0075408B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8128374 1981-09-19
GB8128374 1981-09-19

Publications (3)

Publication Number Publication Date
EP0075408A2 true EP0075408A2 (en) 1983-03-30
EP0075408A3 EP0075408A3 (en) 1984-10-17
EP0075408B1 EP0075408B1 (en) 1987-02-25

Family

ID=10524621

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82304693A Expired EP0075408B1 (en) 1981-09-19 1982-09-08 Rotary power transmission

Country Status (9)

Country Link
US (1) US4476737A (en)
EP (1) EP0075408B1 (en)
JP (1) JPS5865350A (en)
AU (1) AU552791B2 (en)
BR (1) BR8205449A (en)
DE (1) DE3275478D1 (en)
ES (1) ES8308012A1 (en)
GB (1) GB2107805B (en)
SU (1) SU1189330A3 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0164857A2 (en) * 1984-05-10 1985-12-18 Automotive Products Public Limited Company A transmission
EP1865226A1 (en) * 2006-05-30 2007-12-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Double clutch transmission
CN101871510A (en) * 2009-04-23 2010-10-27 通用汽车环球科技运作公司 Double-clutch speed changer
FR2956175A1 (en) * 2010-02-05 2011-08-12 Renault Sas Automated dual clutch gearbox, has hollow shaft guided by bearing supported by clutch casing, where shaft extends until another bearing supported by clutch mechanism housing in part opposite to clutch casing
US8161836B2 (en) 2008-03-26 2012-04-24 Zf Friedrichshafen Ag Multi-step transmission
US8555738B2 (en) * 2008-03-26 2013-10-15 Zf Friedrichshafen Ag Device for reducing rattling noises in variable-speed transmissions

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8406969D0 (en) * 1984-03-16 1984-04-18 Automotive Prod Plc Change speed transmission
USRE33336E (en) * 1984-03-16 1990-09-18 Automotive Products Plc Change speed transmission
GB2159216B (en) * 1984-05-25 1988-08-10 Automotive Products Plc Transmission control system
US4597304A (en) * 1984-10-09 1986-07-01 General Motors Corporation Multi-speed power transmission
US4676115A (en) * 1985-05-13 1987-06-30 Eaton Corporation Semi-automatic transmission
DE3530017A1 (en) * 1985-08-22 1987-02-26 Porsche Ag GEARBOX TRANSMISSION FOR A MOTOR VEHICLE
FR2605377B2 (en) * 1985-10-25 1993-11-26 Renault MECHANICAL GEARBOX WITH A PRIMARY SHAFT AND TWO SECONDARY SHAFTS
DE3543269A1 (en) * 1985-12-06 1987-06-11 Voith Gmbh J M STEPPULAR TRANSMISSION
JPS6455452A (en) * 1987-08-21 1989-03-02 Toyota Motor Corp Manual transmission for vehicle
JPH01303340A (en) * 1988-05-31 1989-12-07 Fuji Heavy Ind Ltd Automatic transmission for vertical type engine
US5009118A (en) * 1990-03-30 1991-04-23 General Motors Corporation Power transmission with parallel identical countershafts
US5385064A (en) * 1992-10-23 1995-01-31 Borg-Warner Automotive, Inc. Dual clutch countershaft automatic transmission
US5390560A (en) * 1993-02-09 1995-02-21 General Motors Corporation Countershafts power transmission
US6450309B1 (en) * 1999-04-23 2002-09-17 Kanzaki Kokyukoki Mfg. Co., Ltd. Transmission system structure of vehicle
JP2002130396A (en) * 2000-10-30 2002-05-09 Aisin Seiki Co Ltd Variable speed gear
KR100569141B1 (en) * 2003-12-10 2006-04-07 현대자동차주식회사 Double clutch transmission
DE102004056936B4 (en) * 2004-11-23 2011-02-03 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Variable speed gearbox for a motor vehicle
FR2882417B1 (en) * 2005-02-24 2008-08-29 Renault Sas MOUNTING BEARINGS ON CONCENTRIC TREES
FR2885980B1 (en) * 2005-05-18 2007-08-10 Renault Sas GEARBOX WITH SIDE OIL PUMP
US8528431B2 (en) * 2009-04-28 2013-09-10 GM Global Technology Operations LLC Dual clutch transmission
GB2478351B (en) * 2010-03-05 2016-09-07 Gm Global Tech Operations Llc Transmission for vehicles
RU2691506C1 (en) * 2018-10-30 2019-06-14 федеральное государственное автономное образовательное учреждение высшего образования "Санкт-Петербургский политехнический университет Петра Великого" (ФГАОУ ВО "СПбПУ") 24-mode single-pass gearbox "configuration-24"
DE102020134114A1 (en) * 2020-12-18 2022-06-23 Deere & Company Transmission and agricultural or industrial utility vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2543412A (en) * 1942-08-07 1951-02-27 Kegresse Adolphe Valentin Change-speed transmission
GB795260A (en) * 1955-09-29 1958-05-21 Brown David & Sons Ltd An improvement in or relating to variable-speed gearboxes
DE2445241A1 (en) * 1974-09-21 1976-04-08 Fichtel & Sachs Ag MANUAL TRANSMISSION FOR VEHICLES
FR2396213A1 (en) * 1977-06-30 1979-01-26 Berliet Automobiles COMPACT GEARBOX FOR A MOTOR VEHICLE
EP0060624A2 (en) * 1981-03-10 1982-09-22 Automotive Products Public Limited Company Rotary transmission

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE153993C (en) *
GB594408A (en) * 1944-09-30 1947-11-11 Howard Frederick Hobbs Improvements in or relating to power transmission mechanism
US1759558A (en) * 1928-04-04 1930-05-20 Krupp Ag Variable-speed gear
US2466318A (en) * 1945-08-22 1949-04-05 Ford Motor Co Automatic transmission and overdrive
US2599801A (en) * 1949-06-11 1952-06-10 Borg Warner Double countershaft transmission
US2612787A (en) * 1950-07-22 1952-10-07 Borg Warner Double countershaft transmission
GB717450A (en) * 1951-09-01 1954-10-27 Dietrich & Cie De Improvements in change-speed mechanism
DE1530994B2 (en) * 1967-03-03 1974-07-25 Robert Bosch Gmbh, 7000 Stuttgart Spur gear transmission with four forward gears, especially for motor vehicles
US4033200A (en) * 1975-04-24 1977-07-05 Ford Motor Company Five speed overdrive transmission
SU680923A1 (en) * 1977-12-08 1979-08-25 Московский Трижды Ордена Ленина,Ордена Октябрьской Революции И Ордена Трудового Красного Знамени Автомобильный Завод Им.А.И.Лихачева(Производственное Объединение Зил) Three-stage transmission for a vehicle
JPS54153957A (en) * 1978-05-26 1979-12-04 Daikin Mfg Co Ltd Transmission
JPS54153958A (en) * 1978-05-26 1979-12-04 Daikin Mfg Co Ltd Transmission
AU6430980A (en) * 1979-11-26 1981-06-04 Automotive Products Ltd. Dual clutch transmission

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2543412A (en) * 1942-08-07 1951-02-27 Kegresse Adolphe Valentin Change-speed transmission
GB795260A (en) * 1955-09-29 1958-05-21 Brown David & Sons Ltd An improvement in or relating to variable-speed gearboxes
DE2445241A1 (en) * 1974-09-21 1976-04-08 Fichtel & Sachs Ag MANUAL TRANSMISSION FOR VEHICLES
FR2396213A1 (en) * 1977-06-30 1979-01-26 Berliet Automobiles COMPACT GEARBOX FOR A MOTOR VEHICLE
EP0060624A2 (en) * 1981-03-10 1982-09-22 Automotive Products Public Limited Company Rotary transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Automotive Engineering, vol. 90, Sept. 1981, p. 104-109 *

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0164857A2 (en) * 1984-05-10 1985-12-18 Automotive Products Public Limited Company A transmission
EP0164857A3 (en) * 1984-05-10 1987-03-11 Automotive Products Public Limited Company A transmission
EP1865226A1 (en) * 2006-05-30 2007-12-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Double clutch transmission
KR100878975B1 (en) 2006-05-30 2009-01-19 미쯔비시 지도샤 고교 가부시끼가이샤 Double clutch transmission
US7735389B2 (en) 2006-05-30 2010-06-15 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Double clutch transmission
US8161836B2 (en) 2008-03-26 2012-04-24 Zf Friedrichshafen Ag Multi-step transmission
US8555738B2 (en) * 2008-03-26 2013-10-15 Zf Friedrichshafen Ag Device for reducing rattling noises in variable-speed transmissions
CN101871510A (en) * 2009-04-23 2010-10-27 通用汽车环球科技运作公司 Double-clutch speed changer
CN101871510B (en) * 2009-04-23 2013-03-27 通用汽车环球科技运作公司 Dual clutch transmission
FR2956175A1 (en) * 2010-02-05 2011-08-12 Renault Sas Automated dual clutch gearbox, has hollow shaft guided by bearing supported by clutch casing, where shaft extends until another bearing supported by clutch mechanism housing in part opposite to clutch casing

Also Published As

Publication number Publication date
GB2107805B (en) 1985-07-24
ES515792A0 (en) 1983-08-16
DE3275478D1 (en) 1987-04-02
EP0075408A3 (en) 1984-10-17
BR8205449A (en) 1983-08-23
JPS5865350A (en) 1983-04-19
US4476737A (en) 1984-10-16
GB2107805A (en) 1983-05-05
AU8779182A (en) 1983-03-31
ES8308012A1 (en) 1983-08-16
SU1189330A3 (en) 1985-10-30
EP0075408B1 (en) 1987-02-25
AU552791B2 (en) 1986-06-19

Similar Documents

Publication Publication Date Title
US4476737A (en) Rotary power transmission
EP0046373A1 (en) Rotary transmission
US9068637B2 (en) Powershift transmission in a motor vehicle
US3906817A (en) Multiple speed transmission
EP2126411B2 (en) Multiple-ratio dual clutch vehicle transmission
US4485687A (en) Rotary transmission
US5787756A (en) Multispeed powershift reversing gear
EP0061845A2 (en) Rotary transmission
EP0061903B1 (en) Rotary transmission
US4667526A (en) Change speed transmission
GB2069635A (en) Rotary transmission
US4498356A (en) Motor vehicle transmission
US4627301A (en) Change speed transmission
US5425283A (en) Multi-speed power transmission
US4063464A (en) Agricultural tractor transmission
EP1091143A2 (en) Multi-speed power transmission with a mechanical clutch
EP0139491A1 (en) Multi-ratio rotary power transmission mechanisms
USRE33336E (en) Change speed transmission
US5462148A (en) Vehicle multi-ratio transmission
US4468980A (en) Twin clutch pack for power shift transmission
EP0042677A1 (en) Rotary transmission
EP0675299B1 (en) Multi-axis countershaft power transmission
GB2078318A (en) Rotary change-speed transmission
CS226877B1 (en) Self-changing differential gearbox
US4833933A (en) Alternate path tractor transmission having a redundant clutch

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): AT BE DE FR GB IT NL SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Designated state(s): AT BE DE FR GB IT NL SE

17P Request for examination filed

Effective date: 19841101

17Q First examination report despatched

Effective date: 19860120

RBV Designated contracting states (corrected)

Designated state(s): DE FR IT SE

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR IT SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 19870225

REF Corresponds to:

Ref document number: 3275478

Country of ref document: DE

Date of ref document: 19870402

ET Fr: translation filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19870909

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19880601

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19890807

Year of fee payment: 8

ITTA It: last paid annual fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19910530

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

EUG Se: european patent has lapsed

Ref document number: 82304693.3

Effective date: 19880907